William k



WQK. OMICK.

(No Model.)

AIR BRAKE. Y

Patented Aug. 24, 1897.

William ff. Omz'c/ 'UNITED STATES PATENT Fries.

WILLIAM K. OMIOK, OF PONTIAC, MICHIGAN, ASSIGNOR OF ONE-HALF TO WILLIAM DUFFUS, OF SAME PLACE.

AIR-BRAKE.vr

SPECIFICATION forming part of Letters Patent No. 588,913, dated August 24, 1897'.

Application led November 20, 1896. Serial No. 612,816. (No model.)

To all whom, it may concern:

Be it known that I, WILLIAM K. OMIOK, a 'citizen of the United States, residing at Pontiac, in the county of Oakland and State of Michigan, have invented certain new and useful Improvements in Air-Brakes, of which the following is a specification, reference being had therein to the accompanying drawings.

This invention relates to an air-brake system in which the brake equipment under the ear comprises a brake-cylinder the opposite ends of which communicate, respectively, with an auxiliary reservoir and with the trainpipe, and whereby a double piston in the cylinder to which the brake-lever is connected is controlled by variations in the air-pressure in the opposite ends of the brake-cylinder.V

My invention has special reference to kan automatic brake-valve whereby variations of air-pressure in the train-pipe automatically effect the proper movement of the brakes, while at the same time the air-pressure in the auxiliary reservoir is equalized with that of thepmain reservoir, so that if by successive applications of the brakes the pressure in the main reservoir should drop below the normal before the engineer has time to restore it the normal brake action will not be disturbed.

In the accompanying drawings, which form a part of this specification, Figure l is a diagram plan representing my improved brake equipment, and Fig. 2 is a detached enlarged central section of the brake-valve.

A is the train-pipe.

Bis a branch provided with. the usual stopvalveB.

C and E are two branches leading oit from the branch B, and D is an auxiliary reservoir into which the branch C connects.

O' is al check-valve in the branch C, and F is a brake-cylinder provided with pistons G and G', of different area, moving in opposite ends of the brake-cylinder.

H isa piston-rod common to both pistons7 and I is the brake-lever, to which the brakes are connected in the usual manner. (Not shown.) v

` J is a brake-valve comprising a cylindrical casing, in one end of' which the branch pipe E communicates, and E' is a pipe leading adapted to strike.

from the casing of the brake-valve to the larger end of the brake-cylinder.

The auxiliary reservoir is connected by a pipe C2 with the smaller end of the brake-CyL inder, and from this pipe C2 the pipe C3 leads intothe casing of the brake-valve.

The construction of the brake-Valve, which is fully shown in Fig. 2, is as follows The casing of the valve is cylindrical and contains two pistons a b, united by a common pistonstem c. The pistons a and b move in oppo site ends ofthe cylinder, the one in which the piston b moves being slightly larger than the other. The piston a constitutes a valve which controls two ports d and e on opposite sides, the former of which leads into the pipe E and the latter into the pipe-C3. Upon the stem of the piston is sleeved the collar f, which is pivotally connected by toggles g with the hinged iiap-valves h, arranged to control opposite ports t' e" in the cylinder-casing, the former port leading to the pipe E/ and the latter forming an exhaust into the atmosphere. The collar f is loosely held in position upon the stem by a coil-spring j pressing upon one side and by a fixed collar or project-ion lo upon the other side. In the end of the valve-casing in which the larger piston operates is arranged a spring-stop m, against the free end of which the end of the stem cis The cylinder also is provided with a groove a, leading around the piston g, and with a passage o, connecting the opposite ends of the cylinder and forming a Vport p, which is controlled by the piston a.

The parts being constructed and arranged as described, they are adapted to operate as follows: The air under pressure, being supplied through the train-pipe, passes through pipe B and branch C into the auxiliary reservoir, the check-valve O' serving to maintain the pressure regardless of its fall in the trainpipe. Simultaneously the air through the branch E enters into the casing of the brakevalve, but as the piston d is normally maintained therein in the position shown in Fig. 2 it cannot pass any farther. In this the normal position of the parts the larger end of the brake-cylinder F,'being filled with compressed air andv combined with 'a spring act- IOO ing against the piston G, holds the piston-rod to the right against the opposing pressure from the auxiliary reservoir against the pistou-head G', and the brakes are therefore o'l'f. Should, however, the pressure in the trainpipe be diminished, the piston-valve a becomes unbalanced and moves toward the head through which the pipe E enters. In this movement the collar lt', pushing against the -loose collar j', carries the flap-valves to open the ports it', thercbyopening a passage for the compressed air from the large end of the cylinder into the atmosphere and causing the piston-rod H to move to the left and apply the biakes. The opening of the Hapvalves hh at the same time permits the compressed air in the casing of the brake-valve on the opposite sides of the piston Z) to escape into the atmosphere, and the piston a ceases to move. Upon the pressure being restored again in the train-pipe it will act against the piston-valve a and drive it back, which opens the ports CZ and c, thereby admitting the air into the brake-cylinder, which throws off the brakes and also simultaneously puts the train-pipe into connection, through the port e and pipe C3, with the auxiliary reservoir, which equalizes the pressure therein with that in the train-pipe. In this movement of the piston-valve Ct the springj, acting against the collar f, moves the toggles to close the Flap-valves h 7L, and, further, the port p in being also uncovered by the piston-valve a causes the compressed air to pass into the opposite end of the cylinder through passage o, and this pressure, combined with the pressure of the stop fm, the spring of which has been compressed, not only stops the further movement at about the position shown in dotted lines, but operates to reverse the piston and move it back into the normal position shown in Fig. 2. During this movement back into the normal position it will be seen that the compressed air passes through the groove n to the opposite side ot' the pistonvalve b. The two pistons ab will thus practically assume a state of equilibrium, while the spring-stop M will continue to act until the piston av has again closed the ports d ep. As the spring]l has been under compression, it will still hold the flap-valves n a closed during the retrograde movement of the pistons. It will be seen that the piston Z) merely acts as an air-spring which controls the movement of the piston a to effect the proper movement. and stoppage thereof without any shock 1o the parts and in a manner to accommodate the movement ot the valves to slight fluctuations in the air-pressure without altering their prescribed movements.

What I claim as my invention isl. In an air-brake, the combination with the train-pipe and brake-cylinder, of an auxiliary reservoir in a branch from the trainpipe, a valve in said branch between the trainpipe and auxiliary reservoir, an automatic brake-valve located in a brauch between one end of the brake-cylinder and the train-pipe, and a separate branch connecting the brakevalve with the auxiliary reservoir and a pipe putt-ing the reservoir in communication with the other end of the brake-cylinder said brake-valve operating to simultaneously establish through said branch communication between the train-pipe the auxiliary reservoir and the end of the brake-cylinder to which the brake-valve is connected.

2. In an air-brake system, the combination with the train-pipe and brake-cylinder of two branches connecting the opposite ends of the brake-cylinder with the train-pipe and having a common connection with said trainpipe, a check-valve and an auxiliary reservoir located in one of said branches, and an automatic brake-valve located in the other one of said branches and communicating also with the auxiliary reservoir, said brake-valve operating automatically to open an exhaustport for the air from one end of the brakecylinder upon diminution of pressure in the train-pipe and to admit air under pressure into the brake-cylinder when said pressure is restored and then maintain a normal position in which said brake-cylinder is disconnected from the train-pipe.

In an air-brake system, the combination with the train-pipe, brake-cylinder and auxiliary reservoir, communicating with one end of the brake-cylinder, of a brake-valve, located in a brauch between the train-pipe and the other end of the brake-cylinder comprising a casing, freely communicating at one end with the train-pipe, and also communieating with the other end of the brake-cylinder and auxiliary reservoir and having ports and passages adapted to simultaneously connect said end of the casing with the brakecylinder and with the auxiliary reservoir by the operation of an automatic valve and also having ports and passages controlled by a separate valve adapted to connect the brakecylinder with an exhaust into the atmosphere under the control of said automatic valve, said valve operating automatically to maintain a normal position in which all the ports and passages are closed, to move in one direction from said normal position upon diminution of pressure in the train-pipe and thereby open the separate valve, and to move in the opposite direction and then back again into its normal position when the pressure is restored.

4. In an air-brake system, the combination with the train-pipe, brake-cylinder and auxiliary reservoircommunicatingwith the trainpipe and with the brake-cylinder of the brakevalvecomprising a cylinder freely communicating at one end with the train-pipe and also communicating with the auxiliary reservoir and with the brake-cylinder, the valve-piston in said end controlling ports for simultaneously connecting said end with the brakecylinder and with the auxiliary reservoir, the

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double Hap-valve having a loose toggle con- 'he piston-valve, and the spring-stop in said nection upon the stem of the piston-Valve end. 1o and operated by a co1 larl and spring upon said In'testimony whereof I affix rnysignature stern to open and close opposite ports in the in presence of two witnesses.

cylinder whereby the brake-cylinder is put l WILLIAM K. OMIOK. l into communication with an exhaust-port, Witnesses: the air-spring formed in the opposite end of M. B. ODOGHERTY,

the cylinder for controlling `the movement of OTTO F. BARTHEL. 

